Late in 2023, we picked up our Stockman Rover camper trailer. Loaded, it weighs 1,600kg. After driving just over 5,000kms during the 2023 Christmas holidays with the camper in tow, my opinion is that the vehicle is capable of this much tow load, but not much more. Honestly, I would not tow with a dual cab ute where the tow is above 2,000kg. Within common-sense limits, the Dmax is a solid choice for towing a camper when combined with the right suspension.
Vehicle Modifications
Modifying the vehicle with additional weight changes everything in relation to how the vehicle tows. I’ve added around 250kg to the vehicle; as a result, I had to add a throttle controller to assist with initial acceleration. Going is fine, stopping is fine, but acceleration was an issue due to the added modification weight. A throttle controller fixed that, without resorting to the extreme measure of dyno tuning and risking voiding the driveline warranty by altering the vehicle’s power, let alone reliability.
I change the throttle controller settings between unladen and towing use. No issue moving the combined weight from a standing start, or over-taking, doing it this way.
Suspension
There’s not a hope in hell that the stock suspension can safely tow 2 tonnes, let alone the rated 3.5 tonne towing capacity of the vehicle. I’ve installed Superior Engineering remote res adjustable suspension, with 300kg rear leaf and 120kg additional front spring rating. For normal driving, I set the shocks on 4 out of 8 compression options. While towing just 1,600kg, I had to adjust the front to 5 and rear to 6 to ensure the vehicle safely drives on the highway without bouncing and losing front steering control.
This level of adjustment isn’t possible with the stock suspension, especially considering these were required for just a 1.6 tonne load. I firmly believe that the horse (vehicle) should control the cart (tow), not the other way around. My 2.4 tonne vehicle (loaded) with a 1.6 tonne camper found the right settings to safely tow at 110kph without any issues.
In my experience, a dual cab ute will never be safe towing anything above 2 tonnes.
I chose my rear leaf pack based on towing needs, not just vehicle load. We were purchasing a camper which would weigh no more than 1.8 tonnes ATM. We ended up with a 1.6 tonne ATM. So, my rear leaf pack is designed to carry the vehicle mods with a little extra for towing. Then, I can adjust the shocks to counteract the ball weight pushing the rear down and lifting the front. Likewise I adjust the shocks when unladen, so it drives smoothly and not bouncing from stiff suspension.
Brakes
The stock Dmax brakes are sufficient to stop a 1.6 tonne tow load easily. I’ve added braided brake lines, which significantly helped in mountainous areas by reducing brake fade. If towing, this is a $500 modification that’s worth every cent. In the future, I’ll upgrade the rear drums to discs, but only once the rear drums need replacement. From testing that wipes about 14 metres braking distance at 80kph. For the front discs, I’ll simply switch to a performance rotor and pads, but no size change is necessary, in my opinion.
If you were towing much more than this, you would absolutely need either the rear drum to disc upgrade or big brake front upgrade. It would be dangerous in situations you can’t anticipate.
Vehicle Choice
I chose the Dmax because, at the time, it was the newest model with the largest engine capacity and met all the newest safety standards, which I appreciate and have easily incorporated into my driving habits. Had I waited another 18 months, knowing I’d always tow a camper, I would have chosen the Ford Ranger V6. However, this would mean sacrificing reliability for factory power, as the Ranger isn’t the most reliable ute.
Even with a V6 Ranger, I wouldn’t tow 3.5 tonnes. It’s all about the horse and cart – who’s in control?
Fuel Economy
If you’re planning to tow and don’t have a long-range fuel tank, get one. Stock standard, I got 7.4 litres per 100kms on the highway. With the 250kg of added accessories and modifications, that increased to 9 litres per 100kms on the highway. Towing… just wow.
Country roads consume more fuel than the main highways between capital cities. Towing 1.6 tonnes from Melbourne to Mildura to Cameron Corner, my fuel economy went up to 16.5 litres per 100kms. On the dual motorway from Brisbane to Sydney to Melbourne, it was 14 litres per 100kms. On dirt roads into and out of Cameron Corner, it shot up to over 17 litres per 100kms, and I anticipate around 20+ litres per 100kms off-road, like in dunes or similar terrain in the Simpson Desert.
With a 135-litre long-range tank, I managed 800kms towing 1.6 tonnes and had 5 litres left in the tank upon refilling. It was a close call, and a bit too risky for my liking. Remember, this is only for a 1.6-tonne load. The fuel consumption would be considerably higher for those towing heavier loads.